As I wrote about separately, Alaska Air Group has plans to launch long haul flights out of Seattle. The first such route is now on sale, so I want to go over the details.
In this post:
Alaska Air Group’s new Seattle to Tokyo Narita route
As of May 12, 2025, Hawaiian Airlines will launch daily, year-round, nonstop flights between Seattle (SEA) and Tokyo Narita (NRT). The flight will operate with the following schedule:
HA823 Seattle to Tokyo departing 1:30PM arriving 4:00PM (+1 day)
HA824 Tokyo to Seattle departing 6:25PM arriving 11:30AM
The 4,739-mile flight is blocked at 10hr30min westbound and 9hr5min eastbound. Hawaiian Airlines will use an Airbus A330-200 for the route, featuring 278 seats, comprised of 18 business class seats and 260 economy class seats.
As a reminder, Hawaiian’s business class is in a 2-2-2 configuration, so that’s not terribly competitive nowadays. Alaska Air Group does plan to update the interiors of its A330s to be more competitive, but there’s no timeline for that yet. Meanwhile economy is quite comfortable, given the 2-4-2 layout, as many people like the pair of seats by the windows.
With Alaska and Hawaiian still being on separate operating certificates, there’s understandably some confusion about how exactly service like this works:
- The flight will be operated by Hawaiian crews, since the work groups of the two carriers are still separate
- The flight is bookable through the websites of Alaska or Hawaiian if paying cash; if you want to redeem miles, you’ll have to use Hawaiian miles for now, but that will likely change soon
- The plan is only for Hawaiian to join the oneworld alliance as of 2026, so as of now you couldn’t earn or redeem other oneworld miles for these flights, or take advantage of oneworld Emerald or oneworld Sapphire elite perks
- I’m curious what the soft product will be like on this flight; will it be the typical Hawaiian soft product, or will this receive more of an Alaska service?
While Tokyo Narita will be the first destination for Alaska Air Group from Seattle, the plan is for there to be a dozen long haul routes by 2030, so there is an area where the company sees huge growth, and over time, we can expect most of Hawaiian’s wide body aircraft to fly from the Pacific Northwest. Alaska even plans to open a flagship international lounge at the airport.
My take on Alaska Air Group’s new Seattle to Tokyo Narita route
Tokyo Narita seems like a logical first long haul airport for Alaska Air Group to serve out of Seattle:
- Japan is the closest major transpacific gateway from the Pacific Northwest, so that’s good in terms of operating costs and flight length
- Narita Airport isn’t slot controlled, so the airline can add this service without needing much in the way of complicated regulatory approval
- Narita Airport has lots of connectivity with oneworld airlines, so this is a good first route for serving Asia at large (well, depending how exactly Alaska structures this, given that Hawaiian isn’t yet in oneworld)
- Seattle to Tokyo is also a super competitive market, with existing service (either to Haneda or Narita) from All Nippon Airways, Delta Air Lines, and Japan Airlines
This also makes sense in the context of Hawaiian’s struggles flying wide body aircraft profitably. Alaska Air Group notes how this new Seattle to Tokyo Narita route enables the airline to right-size capacity between Hawaii and Japan, given that it’s a market that has experienced a weaker leisure travel demand in the wake of the pandemic.
When Hawaiian launches this new route, the airline will discontinue its route between Honolulu (HNL) and Tokyo Narita (NRT), and will instead focus its service from Hawaii on the Tokyo Haneda (HND) route, which is served up to twice daily.
Ultimately I think this is a smart move on Alaska’s part. I am a bit puzzled by why long haul service is starting with A330s rather than 787s, since the latter have a much more competitive onboard product.
But when you combine Alaska’s massive network out of Seattle, its loyal customer base, and the pretty good economics of this route, I think the airline will succeed with its long haul strategy from Seattle.
Bottom line
As of May 2025, Alaska Air Group will launch daily nonstop flights between Seattle and Tokyo Narita, using Hawaiian Airlines Airbus A330s. This will be the first of a dozen long haul routes that Alaska Air Group launches out of Seattle by 2030, and it’s a super exciting development, if you ask me.
What do you make of Hawaiian’s new Seattle to Tokyo route?
It would have been nice if HA/AS offered this flight to NRT as an overnight to compliment JL's day time flight.
curious if AS will expand partnership with JX in Asia, at least codeshare flights from NRT to TPE? they don't have much options left, with JA-AA, NH-UA, KE-DL, they also seems to left out TPE for expansion, at least we won't get fifth airlines competing the route
IDK this seems confusing to consumers imo flying Hawaiian aircraft and Hawaiian crew out of an Alaska base??? It just seems strange to me…
Expanding somewhat out of Seattle makes sense, but majorly is questionable given how different the brands are imo. I also don’t think Seattle is ever going to be this huge long haul power house that Alaska is hoping it will be.They can try it but will it actually be successful is another question.
AS' CEO said that widebody flights from SEA will operate under the AS brand but will use the HA 330s until their is a single operating certificate.
They will either paint a few planes in AS colors even though operated by HA crew before SOC or the plane will be in HA colors.
As for the comment about the size of the SEA int'l market, SEA is already one of the most competitive int'l markets...
AS' CEO said that widebody flights from SEA will operate under the AS brand but will use the HA 330s until their is a single operating certificate.
They will either paint a few planes in AS colors even though operated by HA crew before SOC or the plane will be in HA colors.
As for the comment about the size of the SEA int'l market, SEA is already one of the most competitive int'l markets in the country. There are very few major markets left without one international carrier or DL or both and there are a number of markets where there are 2 foreign carriers plus DL. And AS thinks they will jump into those markets.
and the most telling point of all of this expansion is that he acknowledges that SEA is building new terminals but there are absolutely no plans to expand the runway capacity at SEA. AS is pinning its hopes on winning the SEA int'l market using widebodies at an airport that is already very close to full not just on the ground but in the air. Although he talks about using widebodies on some flights to replace a couple narrowbodies, widebodies take more airspace than a narrowbody so there isn't a significant amount of flight capacity gained.
AS' operational reliability is already deteriorating. They are #5 in on-time nationwide with HA #1, DL #2 and UA #3 year to date.
In August, DL had a 10% better on-time in SEA than AS.
That is exactly part of what caused B6 to lose its mantle as the preferred airline in BOS and NYC to DL.
They can try it but I don’t see it working. You overhype Seattle way too much it seems to be rapidly on the decline. I don’t ever see it actually needing that much International service. Alaska gaining Hawaiian is questionable especially considering how much of a leisure market Hawaii is.
Seattle may well have peaked but if it has, there is far more risk to AS than there is to DL.
SEA is one of the most competitive US airports for international service relative to the size of the population.
Having AS enter the fray does not bode well for their plans, esp. if you believe - and you may be right - that the metro area has peaked out.
It has become...
Seattle may well have peaked but if it has, there is far more risk to AS than there is to DL.
SEA is one of the most competitive US airports for international service relative to the size of the population.
Having AS enter the fray does not bode well for their plans, esp. if you believe - and you may be right - that the metro area has peaked out.
It has become very pricey.... and at some point, every metro area loses appeal when the economics quit working. Add in that Seattle has a number of geographic barriers that limit growth and it won't and can't keep growing as it did, part of which was fueled by people fleeing California.
If it's a Hawaiian flight, does that mean we can't use Alaska companion passes for this? It might be worth it to fly coach if it's 2-for-1.
They should also fly SEA-HKG in the future since there will be plenty of connection opportunities with CX
If only Alaska was a viable airline for anyone east of the Rockies.
AS is a good story and will be fun to follow their international expansion. But, we don't need them. Allegiant is building a nice base for us at FNT. I'm booked FNT-SRQ in a few months! Might do the EWR in the spring. And, we have the option to fly Delta out of DTW for international. Assuming you live in SE MI..
just a reminder that flights to NRT get 25% less revenue than comparable flights to HND.
AS doesn't have a JV with JL so there is less incentive for JL to work with AS than with AA with whom it currently has a JV including from SEA.
Since the US does not allow JVs with the same foreign carrier by two US carriers, if AS and JL develop a JV, it means the end of cooperation between AA and JL between the PNW and Asia.
The HA flight leaves 10 minutes after the JL flight to NRT so I can definitely see a JV with JAL in the future. AA has already given up on SEA. For now, theres plenty of O&D for SEA in NRT. They wont need connectivity in Seoul. There are millions of 1st & 2nd generation S. Koreans in the SEA metro area.
"Since the US does not allow JVs with the same foreign carrier by two US carriers, if AS and JL develop a JV, it means the end of cooperation between AA and JL between the PNW and Asia."
AS may not be allowed into the AA/JL JV by DOT or AA but making up a US law about foreign JVs doesn't help you win your argument. That law does not exist.
And HND is the...
"Since the US does not allow JVs with the same foreign carrier by two US carriers, if AS and JL develop a JV, it means the end of cooperation between AA and JL between the PNW and Asia."
AS may not be allowed into the AA/JL JV by DOT or AA but making up a US law about foreign JVs doesn't help you win your argument. That law does not exist.
And HND is the better TYO airport vs NRT but Alaska is also coming from a VERY strong point of sale in SEA and it will surprise no one if AS yields on SEA-NRT strongly outperform Delta on SEA-HND given Delta's lack of a partner in TYO and woefully puny size vs AS in SEA.
CO and NW had overlapping domestic systems and attempted to expand their int'l networks with JVs with the same int'l partners.
Not everything is codified in law but rather in practice.
When AA, AS and JL are in the same JV on the same routes, let me know.
AS' ascension to a JV will come at the cost of AA whether you want to hear it or not.
No, AS' yields on SEA-NRT will not...
CO and NW had overlapping domestic systems and attempted to expand their int'l networks with JVs with the same int'l partners.
Not everything is codified in law but rather in practice.
When AA, AS and JL are in the same JV on the same routes, let me know.
AS' ascension to a JV will come at the cost of AA whether you want to hear it or not.
No, AS' yields on SEA-NRT will not outperform SEA-HND on either DL or NH. Only in your fantasies which are ALWAYS detached from reality.
You can say whatever you want to, Tim. And you do.
But that doesn't mean you get to make up US law to suit your usual nonsensical arguments.
I doubt AS will outperform NH SEA-HND but I also didn't say they would. But, as always, nice try injecting a new random bit that no one said and acting like you're responding to me.
I said they'd likely outperform Delta given Delta's half size...
You can say whatever you want to, Tim. And you do.
But that doesn't mean you get to make up US law to suit your usual nonsensical arguments.
I doubt AS will outperform NH SEA-HND but I also didn't say they would. But, as always, nice try injecting a new random bit that no one said and acting like you're responding to me.
I said they'd likely outperform Delta given Delta's half size to AS in SEA and lack of a partner in TYO. Alaska has the strength on both ends of the route despite HND being the generally preferred airport for TYO locals.
Your dogma is off the charts today but it's always amusing watching everyone laugh at you, per usual. Why you insist on performing to everyone's already low expectations of you is beyond me.
so wait, first it will surprise no one if AS has yields on SEA-NRT that outperform DL on SEA-HND and now "I doubt AS will outperform NH"
you will clearly choose whatever arguments and still make no sense.
1. AS serves no more of the top feeder markets to HND or any other Asian market than DL does. AS serves many markets with more frequency than DL and also serves a lot of secondary and...
so wait, first it will surprise no one if AS has yields on SEA-NRT that outperform DL on SEA-HND and now "I doubt AS will outperform NH"
you will clearly choose whatever arguments and still make no sense.
1. AS serves no more of the top feeder markets to HND or any other Asian market than DL does. AS serves many markets with more frequency than DL and also serves a lot of secondary and tertiary markets that contribute nothing to TPAC flights. DL is lacking nothing domestically to Asia from SEA.
2. AS has no JV with JL which is the only way that NRT works for any legacy carrier.
3. AA and JL have a JV on SEA-NRT so, in order for AS to grow to a similar role as AA, JL will have to pick AA or AS, but won't have both.
The US has NEVER allowed two US carriers to have a JV on the same route with a foreign carrier.
You desperately want to believe it will happen now but the fact that you even think there will be shows how little you understand networks and cooperation.
"so wait, first it will surprise no one if AS has yields on SEA-NRT that outperform DL on SEA-HND and now "I doubt AS will outperform NH"
you will clearly choose whatever arguments and still make no sense."
Right... Because NH and Delta are clearly equals in everything out of TYO. Oh wait. They aren't, at all. And Delta is the weaker point of Sale vs NH, by far, on the TYO side of the...
"so wait, first it will surprise no one if AS has yields on SEA-NRT that outperform DL on SEA-HND and now "I doubt AS will outperform NH"
you will clearly choose whatever arguments and still make no sense."
Right... Because NH and Delta are clearly equals in everything out of TYO. Oh wait. They aren't, at all. And Delta is the weaker point of Sale vs NH, by far, on the TYO side of the route while Alaska will be the stronger point of sale easily on the SEA and TYO side of the route given their membership in the oneworld alliance.
You keep trying to bring up random things.
First it was against US law for AA and AS to be in the same international JV. It isn't. There is no such law. Then you go back decades to find some obscure CO/NW relationship when CO barely even had a presence in TYO at the time outside of their GUM hub while NW owned a hub in Narita.
AA/AS may not be in the Same TPAC JV. AA may not want AS in their JL JV but that doesn't mean you get to make up US law or fake precedents that don't relate and that are actually different case law anyway.
I desperately am curious to see what happens in reality. Not what your tiny little brain thinks since you can't see past your bias.
And yes. If AA/AS ever wanted to be in the same JV as JL, the new administration would be just about the best time in history to do that. AA and AS have ZERO overlap to Japan. Absolutely zero.
But, unlike you, I'm not dogmatic about it, simply noting your lies about US law and precedent.
all you need to do is show us where two US carriers have ever been allowed to be in the same JV. It hasn't happened and it won't happen - which is horribly bad news for AA.
feel free to provide data that shows how DL compares in int'l markets compared to NH and HA.
I'll give you a hint. Look at HNL-HND.
HA is the low fare carrier in that market. DL,...
all you need to do is show us where two US carriers have ever been allowed to be in the same JV. It hasn't happened and it won't happen - which is horribly bad news for AA.
feel free to provide data that shows how DL compares in int'l markets compared to NH and HA.
I'll give you a hint. Look at HNL-HND.
HA is the low fare carrier in that market. DL, of those carriers, gets the premium in part because DL doesn't serve HND.
The wet dreams you have of DL's demise are on full display. As usual, your wet dreams are not grounded in reality.
So first you claim there's a law saying two US carriers can't be in an international JV together. There is no such law.
Then you come up with a precedent and CO/NW thing then don't bother defending it when called out on it.
Now I need to show you where it's happened before? lol
It hasn't. That's why your nonsense about a US law preventing it is just that, nonsense.
And...
So first you claim there's a law saying two US carriers can't be in an international JV together. There is no such law.
Then you come up with a precedent and CO/NW thing then don't bother defending it when called out on it.
Now I need to show you where it's happened before? lol
It hasn't. That's why your nonsense about a US law preventing it is just that, nonsense.
And "I'll give you a hint. Look at HNL-HND.
HA is the low fare carrier in that market. DL, of those carriers, gets the premium in part because DL doesn't serve HND."
God even knows what you're trying to say here. Delta does serve HNL-HND and showed DOT how badly it was performing in public documents quite recently. International fare yields aren't publicly provided so while you seem to think you can just say anything, You will get called out on it.
Who knows what you're trying to prove saying Delta doesnt' fly HNL-HND but gets a premium from not flying it...
Try proofreading before attempting yet failing miserably to appear intelligent
You clearly know that I meant to say that DL doesn't NRT which is where the trash yields to Tokyo are.
that is why HA is dropping HNL-NRT and trying to start SEA-NRT where you and they think they will do better - even though the dynamics of NRT and HND aren't any better.
The difference is that NH doesn't use A380s from SEA - which also goes to show you who tries to...
You clearly know that I meant to say that DL doesn't NRT which is where the trash yields to Tokyo are.
that is why HA is dropping HNL-NRT and trying to start SEA-NRT where you and they think they will do better - even though the dynamics of NRT and HND aren't any better.
The difference is that NH doesn't use A380s from SEA - which also goes to show you who tries to take down HA and is just as interested in NOT seeing AS succeed; hint: UA and NH are JV partners and the largest over the Pacific. and at Tokyo.
just because you don't know data doesn't mean that others don't know the data.
Enjoy your day, Tim. You're too stupid to argue with. You can't even defend your initial points anymore about "US Law on international JVs" because that law does not exist and then come up with nonsense arguments that DL gets a fare premium by not flying HNL-HND.
Claiming to have international fare data that does not exist publicly and now you're on some weird rant about UA/NH are the biggest in TYO. So? That's...
Enjoy your day, Tim. You're too stupid to argue with. You can't even defend your initial points anymore about "US Law on international JVs" because that law does not exist and then come up with nonsense arguments that DL gets a fare premium by not flying HNL-HND.
Claiming to have international fare data that does not exist publicly and now you're on some weird rant about UA/NH are the biggest in TYO. So? That's related to the topic how? Of course UA/NH are big across the Pacific. This contrasts to your normal rants about how KE/DL will always be the biggest. How can anyone be this stupid?
Do you even read the stupid stuff you write? Of course HND is preferred by local TYO travelers to Hawaii. The amazing thing is how badly Delta does on HNL-HND, per their own filings to the DOT.
And SEA-NRT vs SEA-HND? Alaska is in OneWorld and has a partner in NRT. Delta is half the size of Alaska in Seattle and has no partner in TYO. Do I know Alaska will perform better to Narita out of Seattle than Delta does to Haneda? No. But you don't seem to have a clue about how partnerships work much less flights and just seem to want to argue when you know you've lost long ago.
And you seem to have missed the memo about what HA is doing with SEA-NRT. But luckily, you're the only one that doesn't know google flights works to check your own assumptions about HA dropping HNL-NRT.
Perhaps I missed the memo on Hawaiian dropping NRT-HNL but... doesn't seem that way since I can easily book SEA-NRT and HNL-NRT on Hawaiian well into November, 2025.
Everyone knows you love to look foolish and hide behind a fake nom de Plume, but wow. Have a little self respect for once in your sad life.
DL is most definitely not getting the premium in HNL-HND.
Their Delta One fares are half of JAL/HA
published fares are not what sells from HNL.
And the market is a coach market which is why DL doesn't bother to use anything other than a 763.
HA is leaving NRT-HND because there is huge overcapacity because NH uses an A380, HND gets higher average fares than NRT, and DL does not serve NRT which is where average fares to TOKYO, not HND, are dragged down.
oh, and remember that DL was...
published fares are not what sells from HNL.
And the market is a coach market which is why DL doesn't bother to use anything other than a 763.
HA is leaving NRT-HND because there is huge overcapacity because NH uses an A380, HND gets higher average fares than NRT, and DL does not serve NRT which is where average fares to TOKYO, not HND, are dragged down.
oh, and remember that DL was told they could not transfer their PDX-HND route so decided to hold onto HNL-HND.
Now, it is AS that is stuck w/ flying lots of capacity from HNL-HND and to serve Tokyo via NRT from SEA.
Decisions have consequences. AS knew full well what it faced. They are going to lessen their losses in Hawaii only to face a very uphill battle starting service to Asia.
Not sure why anyone with a functioning brain and knowledge of the industry could come to any other conclusion
"published fares are not what sells from HNL."
Must be the amazing corporate clients Delta has in HNL and TYO then (aka. none). And yes. on this route, published fares are what sells. Are you suggesting Delta has some large mileage base in TYO or HNL to sell?
"HA is leaving NRT-HND"
HA never flew between the two Tokyo Airports. Nor is HA leaving Narita from Seattle or Honolulu. You embarrass yourself.
"And...
"published fares are not what sells from HNL."
Must be the amazing corporate clients Delta has in HNL and TYO then (aka. none). And yes. on this route, published fares are what sells. Are you suggesting Delta has some large mileage base in TYO or HNL to sell?
"HA is leaving NRT-HND"
HA never flew between the two Tokyo Airports. Nor is HA leaving Narita from Seattle or Honolulu. You embarrass yourself.
"And the market is a coach market" It certainly is for Delta, no doubt. Also why Delta flies its smallest wide body on the route to lower its obviously losses.
"Now, it is AS that is stuck w/ flying lots of capacity from HNL-HND and to serve Tokyo via NRT from SEA."
Actually, it's Delta flying capacity with no pricing power on TYO-HNL.
Stand corrected. I see where you're finding the HNL-NRT tidbit for HA.
thank you, Max, HA is dropping NRT-HNL and trying for SEA-NRT where the same lower fare dynamic from NRT vs HND exists.
Let's see if HNL-ICN lasts on HA.
And let's see what HNL service other carriers decide to add.
bad news for delta
Haneda may be more desirable for point-to-point flying, but anyone connecting (which Alaska/Hawaiian tout with JAL) will want Narita for the onward connection opportunities.
Hawaiian’s in-flight food and drinks in business-class is in need major improvement. They’re awful. Especially if the competition across the Pacific is United Polaris, Delta One or an Asian airline.
I, for one, think this is great. It will force Delta to invest and expand in its Pacific fleet. Despite what...
Haneda may be more desirable for point-to-point flying, but anyone connecting (which Alaska/Hawaiian tout with JAL) will want Narita for the onward connection opportunities.
Hawaiian’s in-flight food and drinks in business-class is in need major improvement. They’re awful. Especially if the competition across the Pacific is United Polaris, Delta One or an Asian airline.
I, for one, think this is great. It will force Delta to invest and expand in its Pacific fleet. Despite what Tim Dunn says, connecting in Seoul is not ideal. The fact that Delta doesn’t fly Tokyo-New York is incredible.
you get to have your own opinions, but you don't get to make up your own facts.
ICN is a far larger connecting hub than either HND or NRT and it will only grow in connectivity now that the KE-OZ merger has been approved and KE can eliminate the dozens of duplicate routes that KE-OZ operate within an hour of each other at ICN.
and that is even before the additional runway and further terminal expansion at ICN opens.
ICN will be the powerhouse hub in Asia.
Why daddy? You make up your own facts every single time you post! Why can't others do it?
all you or anyone else have to do is show your work.
The reason why you make the charge about me making up facts is because you reject the facts that are clearly available but you don't like.
just show the facts about which you think I am wrong.
But Daddy, you never have to show your work. You just make up opinions and pass them along as facts...and you are NEVER wrong!
yes, I do show my work.
and I highlight plenty of data sources - only to have some people argue that the data is all made up.
It really isn't hard to find out that ICN is a far larger hub than either Tokyo hub and oneworld didn't have a partner there; Star did and is losing it as part of the KE-OZ merger
JAL has a nicely timed bank at Tokyo Narita.
North America flights arrive 3-4pm, and intra-Asia departs around 6pm and vice versa.
So yes SEA-NRT is perfectly timed for connections at both ends.
If I remember, that was the approximate timing of the Delta flights when Narita was a Delta hub. There were even some later flights in the evening out of Narita. I really miss those days.
Be weird boarding a Hawaiian flight in January in Seattle, seeing all the funky FA Hawaiian shirts and hearing ukulele music....then landing in snowy Tokyo 10 hours later.
@ UncleRonnie -- Hahahah, yes, I'm also curious to see how this works in practice, because it's gonna be a strange vibe. Culturally it almost feels like a fifth freedom flight.
Tokyo rarely gets snow in January…
12 new long-haul routes in 6 years? That is too quick of an expansion. Give it 10- or 15-years' time, and Alaska will sell off Hawaiian because they do not have enough money, and they will probably shrink. Unfortunate, when airlines expand to quickly. Remember WOW Airlines?
@ edward Johnson -- It's possible you're right, but I have a different take. 12 long haul routes in six years seems totally realistic when you already have as massive of a connectivity network as Alaska does. It's one thing if Alaska were an airline startup, but it's not. It's much easier to add long haul routes when you have a well established domestic and regional network, rather than doing it the other way around.
Sounds like they have a good idea of what cities they want to launch already. Would love a post on your best guesses for the route dartboard....
I'm thinking:
O&D can sustain route alone - TYO, INC, LHR, CDG
major hubs that rely on connectivity - HKG, TPE (lol), PVG, PEK, FRA/MUC, AMS
1 or 2 unique asia destinations that lack significant US connectivity - HAN/SGN/MNL/???
an extra European leisure-ish destination...
Sounds like they have a good idea of what cities they want to launch already. Would love a post on your best guesses for the route dartboard....
I'm thinking:
O&D can sustain route alone - TYO, INC, LHR, CDG
major hubs that rely on connectivity - HKG, TPE (lol), PVG, PEK, FRA/MUC, AMS
1 or 2 unique asia destinations that lack significant US connectivity - HAN/SGN/MNL/???
an extra European leisure-ish destination (probably with big IAG/oneworld presence) - MAD/DUB/BCN
off the top of my head I don't know how many of these would require overflying Russia but maybe this is also a tacit bet that AS (like UA) seems to think this .... obstacle ... will be resolved in the next year.